EP0520048B1 - Elektrohydraulische oder elektropneumatische bremsregelvorrichtung für anhängerachsen mit hilfskraftbremsen - Google Patents

Elektrohydraulische oder elektropneumatische bremsregelvorrichtung für anhängerachsen mit hilfskraftbremsen Download PDF

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Publication number
EP0520048B1
EP0520048B1 EP92900302A EP92900302A EP0520048B1 EP 0520048 B1 EP0520048 B1 EP 0520048B1 EP 92900302 A EP92900302 A EP 92900302A EP 92900302 A EP92900302 A EP 92900302A EP 0520048 B1 EP0520048 B1 EP 0520048B1
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EP
European Patent Office
Prior art keywords
trailer
braking
control
pressure
braking device
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP92900302A
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English (en)
French (fr)
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EP0520048A1 (de
Inventor
Otto Zbinden
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ZBINDEN Hugo
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ZBINDEN Hugo
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S303/00—Fluid-pressure and analogous brake systems
    • Y10S303/02—Brake control by pressure comparison
    • Y10S303/03—Electrical pressure sensor

Definitions

  • the present invention relates to a fluid-controlled braking device, generally electro-hydraulic or electro-pneumatic, intended for braking trailers fitted with mechanical brakes.
  • the vacuum system can be encountered, the vacuum necessary for controlling the trailer brakes being taken from the engine: this system has a relatively long response time and also includes impractical pneumatic lines between the towing vehicle and trailer.
  • the trailer braking control can be done hydraulically, a hydraulic line connecting the tractor to the trailer.
  • Another known braking system is the electrical system, an electrical signal being supplied to an electromagnet arranged on the brake flange, causing it to be pressed against a disc driven by the wheel of the trailer, this drive movement actuates an eccentric controlling the spacing of the jaws arranged inside the brake drum;
  • this system if it has the advantage of not requiring a pneumatic or hydraulic line between the towing vehicle and the trailer, but only an electric line clearly more practical than the preceding ones, has the disadvantages that the adjustment of the braking forces between the two or four wheels of the trailer is quite difficult and that the braking efficiency depends a lot on the temperature of the disc.
  • the published application DE-A-3.133.102 describes a braking device by which the control between the towing vehicle and the trailer is done by electrical means.
  • this device requires fairly complex electronic means in order to create an electrical, non-continuous signal, which is a function of the desired braking action, which is compared to another electrical signal representing the instantaneous hydraulic pressure prevailing inside the hydraulic circuit of braking.
  • the signal resulting from this comparison generates, by other electronic means, two signals acting differently on two valves of the hydraulic circuit.
  • the differential action on two different valves can generate undesirable braking effects in the event of imbalance between the two control circuits, respectively between the two valves.
  • the object of the invention is therefore to propose a braking device which does not have the mentioned drawbacks of the systems of the prior art and whose advantages are the following: elimination of any impractical hydraulic or pneumatic line between the towing vehicle and the trailer, immediate, progressive braking action proportional to the force exerted on the pedal, possibility of adjusting the braking action according to the load on the trailer, automatic and immediate braking of the trailer when the electric cable is disconnected. control between the towing vehicle and the trailer, possibility of manually braking the trailer in order to move it manually, elimination of any polluting discharge into the atmosphere, braking efficiency independent of temperature or repeated braking.
  • the device according to the invention requires only minor and inexpensive modifications or adaptations on the towing vehicle, the device installed on the trailer being able to be fitted as original equipment or adapted to existing trailers of any payload, without requiring the installation of a battery on the trailer.
  • a safety valve controlling the automatic braking in the event of disconnection of the electrical connection has been specially developed to be integrated into this device, the mechanical control of this valve cannot be actuated when the electrical connection between the towing vehicle and the trailer is established.
  • the braking device according to the invention meets the characteristics of claims 1 to 13.
  • connection socket 11 comprising the contacts 11a, 11b, 11c and 11d.
  • this link 11 is the only link specific to the braking system between the towing vehicle and the trailer.
  • the hydraulic circuit 20, first of all comprises a pressure accumulator 21, connected by its outlet 21a directly to the hydraulic inlet 22a of a pressure switch 22.
  • the voltage / current source 10 can be of any type compatible with the various elements and components of the electrical circuit of the vehicle and of the braking device, for example a battery of 12 V or 24 V or it can be any type of device capable of supplying a suitable voltage and current.
  • the electric motor 23 directly actuates a hydraulic pump 24 which is coupled to it, said pump 24 pumping the oil contained in an oil tank 25 via the outlet 25a, towards the inlet 21b of the pressure accumulator 21, in order to d 'raising the hydraulic pressure in said pressure accumulator.
  • a hydraulic pump 24 which is coupled to it, said pump 24 pumping the oil contained in an oil tank 25 via the outlet 25a, towards the inlet 21b of the pressure accumulator 21, in order to d 'raising the hydraulic pressure in said pressure accumulator.
  • the pressure switch 22 opens its contact 22b-22c thus interrupting the supply of the motor 23 and consequently the operation of the pump 24.
  • the outlet 21c of the pressure accumulator is followed by a pressure limiting valve 26 responsible for limiting the pressure of the hydraulic circuit before a control valve 27, so that the inlet 27a of said control valve is always at the same hydraulic pressure.
  • variable resistor 13 When the driver of the towing vehicle wishes to brake, it presses on the brake pedal 12 of the vehicle, a variable resistor 13 being connected to the master cylinder (not shown) of the braking circuit of the towing vehicle.
  • the braking circuit specific to the towing vehicle not forming part of the present invention is not shown in the figure, apart from the brake pedal 12.
  • This control valve is a pressure valve with proportional effect, c that is, its opening is proportional to the current it receives.
  • the pressure of the oil at the outlet 27c, respectively the quantity of oil leaving through the outlet 27c of the control valve 27 is proportional to the current which is sent to it on the terminal 27b.
  • the oil exiting through the outlet 27c enters the chamber 29a of a hydraulic cylinder 29.
  • the hydraulic pressure then acts on the piston 29b which, via the piston rod 29c, then actuates the mechanical braking mechanism 3 , shown schematically by a transmission 30 acting on the jaws of two brake drums 31 arranged in the wheels 32.
  • the piston 29b compresses the spring 29d.
  • a low pressure on the pedal 12 causes a slight decrease in the resistance 13
  • the battery 10 then supplies only a weak current to the control valve 27, which opens only at a low value, causing a small increase in pressure, respectively allowing only a small volume of oil to pass, thus causing a small displacement of the piston 29b and consequently a weak braking action on the wheels 32.
  • the variable resistance 13 is brought to its minimum value which allows the battery 10 to supply a maximum value of current to the control valve 27, which, opening to the maximum, increases the pressure by a significant amount, respectively allows the flow of a large amount of oil from the pressure accumulator 21 to the hydraulic cylinder 29, thereby producing a strong braking effect.
  • the braking action on the wheels 32 of the trailer is progressive and proportional to the pressure applied by the driver on the brake pedal 12 of the towing vehicle.
  • the control valve 27 closes its passage between the orifices 27a and 27c and connects 27c to 27d, so that the excess oil coming from from the chamber 29a, pressed by the spring 29d against the piston 29b, can flow towards the inlet 25b of the oil tank 25.
  • the variable resistor 14 makes it possible to measure the braking action as a function of the load of the trailer. For example, when the trailer is empty, the variable resistance 14 will be set to a high resistance value, thus allowing a relatively low current to pass, whatever the pressure applied to the pedal 12; on the other hand when the trailer is loaded to the maximum, the value of the resistance 14 is adjusted to the minimum, letting pass a maximum current, which causes a maximum braking action when the driver acts vigorously on the pedal brake 12.
  • the variable resistor 14 can be placed on the towing vehicle as shown in the figure or else on the trailer.
  • the dial surrounding the resistance adjustment button 14 can be graduated in trailer load units.
  • the pressure switch has a second contact connecting the terminals 22b to 22d when the pressure of the pressure accumulator 21 decreases to a second minimum value (for example around 30 bar), lower than the first minimum value seen above.
  • a second minimum value for example around 30 bar
  • an alarm circuit which can be a warning lamp 15 mounted on the dashboard, is supplied by the battery 10, via the contact 22b-22d of the pressure switch 22 and the terminals 11a and 11c of the connection socket 11, and signals that the hydraulic pressure in the pressure accumulator has dropped to a minimum value and that the trailer braking device is defective.
  • the minimum value of the pressure at which this alarm is triggered must nevertheless be sufficient to still ensure some braking actions of the trailer using the remaining pressure.
  • the alarm circuit has been represented by a control lamp 15, but it may include, in place of or in addition to said lamp, any other alarm means, for example an acoustic alarm.
  • connection socket 11 connecting the two masses of the vehicle and the trailer is shown for a good understanding of the electrical diagram of the device.
  • a control (not shown) similar to that described above for the brake pedal, acts in a similar manner in order to brake the trailer.
  • the safety valve 28 makes it possible to control the braking of the trailer in the event of decoupling of the latter from the towing vehicle, whether this decoupling is voluntary or not, leading to a disconnection of the connection socket 11 causing the trailer to then be no longer supplied with voltage or electric current. It is described with reference to this figure and the following only from the point of view of operation and integration with the braking device; a more complete description will be given with reference to FIGS. 3A, 3B and 3C.
  • the control valve 27 closes in the event that it was previously open or remains closed, which prevents it from controlling the braking.
  • the safety valve 28 which is also no longer electrically supplied via its terminal 28b, switches in order to open a passage between the inlet 28a and the outlet 28c in order to supply, by the hydraulic pressure of the pressure accumulator. 21, via its output 21d, an auxiliary piston 27e disposed on the control valve 27 and controlling a complete opening of the link 27a-27c, thereby establishing the maximum hydraulic braking pressure in the hydraulic cylinder 29, which corresponds to emergency braking.
  • the opening of the control valve 27 can therefore be controlled in two different ways, firstly proportionally by the action of an electric current or voltage acting by the terminal 27b of a coil as well as by the action of the auxiliary piston 27e acting by all or nothing on the opening of this control valve 27. These two controls are independent and decoupled from each other, the control by the auxiliary piston 27 being effective only if the command by the coil is inhibited by power supply fault.
  • the safety valve 28 includes a manual open / close control 28e, it is possible to manually switch the said valve in order to release the trailer, letting the oil escape via the outlet 28d of the valve 28, respectively 27d from the valve 27, towards the tank 25, in order to maneuver the trailer by hand; by actuating the manual control 28e again, it is possible to actuate the braking of the trailer again and this a number of times, as long as the pressure contained in the pressure accumulator 21 is sufficient.
  • connection socket 11 causes vigorous braking of the trailer, this disconnection being able to occur following a break in the coupling or when it is desired to park the trailer independently of the towing vehicle for example.
  • connection socket 11 After disconnecting the connection socket 11, it is always possible to brake or brake the trailer by action on the manual control 28e.
  • FIG. 2 Another embodiment of a braking device according to the invention is shown in Figure 2, the difference compared to the previous embodiment residing in the relative arrangement of the safety valve 28 relative to the valve control 27.
  • the safety valve 28 is arranged in the main hydraulic circuit, between the control valve 27 and the hydraulic cylinder 29.
  • the coil, respectively terminal 28b is supplied, the passage is established between the inlet 28d and the outlet 28c of the safety valve 28, allowing the control valve 27 to act proportionally on the hydraulic cylinder 29.
  • connection 28d-28c also closes, a new connection between the inlet 28a and the outlet 28c being established in order to directly supply the hydraulic cylinder 29 by the pressure of the pressure accumulator 21, thereby establishing emergency braking.
  • FIG. 3A the trailer is coupled to the tractor vehicle, respectively the terminal 28b supplying the valve coil is energized, by the battery 10 and via the socket 11a.
  • the passage between input 28a and output 28c is open, that is to say interrupted, while that between input 28c and output 28d is closed, that is to say authorized .
  • Energizing the coil compresses the spring 28f.
  • this operating state of the coil causes the auxiliary valve 28g to switch, as shown in FIG. 3A, so that the pressure acting on one side of a mechanical device 28h connected to the control rod 28e is lower than that acting on the other side of the same device.
  • the first side of the device 28h is subjected to the pressure which reigns in the passage 28c-28d and which is always less than the pressure applied to the second side of the device 28h and which is equal to the outlet pressure of the pressure accumulator 21.
  • the maximum pressure that can occur in passage 28c-28d will always be lower than that at the outlet of accumulator 21, due to the presence of the pressure limiter. pressure 26 on the circuit. Given the imbalance of pressures between the two sides of the device 28h, it is not possible to operate the control 28e, thus making inadvertent manual operation.
  • the hydraulic passage is established between 28c and 28d, which makes the auxiliary piston 27e of FIG. 1 corresponding to the first embodiment inactive or ensures the passage of oil from the main circuit.
  • braking according to the second embodiment of Figure 2.
  • the passage between 28a and 28c is interrupted, causing the safety valve 28 is inactive to control the braking in this operating state for the two modes of execution. Since this operating mode corresponds to that where braking is controlled by the control valve 27, it should not be possible to control braking by the mechanical device 28e, which is ensured as described above.
  • the socket 11a is open so that the terminal 28b is no longer supplied, and the emergency braking is controlled, by the action of the spring 28f, by the closing of the link 28a-28c, this which in the first embodiment allows the supply of the auxiliary piston 27e by the pressure of the accumulator pressure 21, and in the second embodiment allows the direct supply of the hydraulic cylinder 29 by the pressure accumulator 21.
  • the auxiliary valve 28g has tilted, bringing an identical pressure on both sides of the device 28h, this which allows manual operation of the lever 28e, as seen in Figures 3C and 3D.
  • the safety valve comprising an electrical control and a mechanical control and the mechanical control of which can be inhibited by a pressure applied to it or put into a state of being activated by a back pressure, can advantageously be introduced into the hydraulic circuit a braking device according to one or other of the embodiments provided.
  • the fine adjustment of the braking on each wheel is done mechanically on each brake drum according to the type of brake drum mounted on each wheel.
  • This braking device according to the invention is preferably doubled with an independent braking device with mechanical control known in the art and specific to the trailer (not shown), directly actuating the mechanical transmission 30, so that when the trailer is parked for a certain time, the braking action is not caused by the hydraulic pressure in the chamber 29a of the jack 29.
  • the hydraulic diagram of the braking circuit has been shown for the two embodiments in a simplified manner, it may also include one or more complementary elements not shown, such as for example one or more overpressure limiters arranged in the appropriate places in order to make the less brutal emergency braking.
  • each of the two embodiments has been described relating to a hydraulic control, it is understood that it is more generally a fluidic control which can also be for example a pneumatic control performing the same functions, the hydraulic pump being replaced by a compressor, the hydraulic valves becoming pneumatic valves.
  • the hydraulic or pneumatic braking control can be negative instead of positive as described above, that is to say that the braking action is no longer controlled.
  • each brake drum may include its own cylinder directly controlling the spacing of the jaws, all of said cylinders being mounted in parallel.
  • control link between the towing vehicle and the trailer not to be provided by a galvanic link but by an electromagnetic radio wave link established between two antennas or a transmitter and receiver.
  • the braking device according to the invention with electrical control and hydraulic or pneumatic and mechanical effect is therefore very reliable, the effect of the pressure on the brake pedal on the braking action of the trailer is absolutely proportional and adjustable according to the load, the braking safety in the event of breakage of the coupling is guaranteed.
  • This braking device according to the invention can be originally fitted to a trailer or then easily installed afterwards, the installation cost being relatively low compared to a more conventional device. The low installation cost comes essentially from the small transformations or adaptations necessary for the towing vehicle; in particular, towing vehicles already equipped for an electric trailer braking device will require very little adaptation.
  • the braking device according to the invention can be installed on all types of trailers, towed by vehicles of any type, without limitation of the payload; it adapts as well to drum brakes as to disc brakes as well as those fitted with an anti-lock system of ABS type or other.
  • the braking device according to the invention can advantageously be equipped with a safety valve in order to prevent untimely manual operation of the braking device.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Claims (13)

  1. Bremsvorrichtung an einem an ein Zugfahrzeug angekoppelten Anhänger, wobei das Zugfahrzeug Mittel zum Bereitstellen eines elektrischen Bremssteuersignales aufweist und wobei der Anhänger Fluidikmittel zum Betätigen von mechanischen Bremsen aufweist, insbesondere einen Elektromotor (23), welcher Mittel (24) zum Unterdrucksetzen eines Druckspeichers (21) antreibt, wobei der letztere einen Fluidiksteuerkreis (20) speist, dadurch gekennzeichnet, dass der Fluidiksteuerkreis ein Druckbegrenzungsventil (26), ein Steuerventil (27) sowie ein Sicherheitsventil (28) umfasst, wobei die genannten Ventile einen Bremszylinder (29), der die Bremsen (31) des Anhängers betätigt, steuern, und wobei das elektrische Bremssteuersignal auf das Steuerventil wirkt.
  2. Bremsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das elektrische Steuersignal proportional zur gewünschten Bremsbetätigung ist, und dass die Öffnung des Steuerventiles proportional zum elektrischen Signal ist.
  3. Bremsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass ein Druckregler (22), der am Druckspeicher angeordnet ist, das Einschalten des Motors, der die Mittel zum Unterdrucksetzen des Druckspeichers antreibt, steuert, sobald der Druckregler ein erstes Druckminimum feststellt.
  4. Bremsvorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass der Druckregler einen Alarm (15), der auf dem Zugfahrzeug angeordnet ist, auslöst, wenn der Druckregler einen zweiten Druck unterhalb des ersten Druckminimums feststellt.
  5. Bremsvorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass die Bremssteuermittel Mittel (14) zum Regeln des Signales umfassen, welche Mittel entsprechend der Ladung des Anhängers einstellbar sind.
  6. Bremsvorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass eine Unterbrechung der elektrischen Verbindung (11) zwischen dem Zugfahrzeug und dem Anhänger zum Schalten des Sicherheitsventiles führt, um auf diese Weise eine direkte Verbindung des Druckspeichers mit dem Bremszylinder herzustellen.
  7. Bremsvorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass das Sicherheitsventil manuell betätigbar (28e) ist, um die Bremsen des Anhängers zu lösen.
  8. Bremsvorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass das Sicherheitsventil (28) eine elektrische Steuerung (28b) und eine mechanische Steuerung (28e) umfasst, wobei das Betätigen der mechanischen Steuerung durch einen in einer ersten Richtung auf sie wirkenden Flüssigkeitsdruck gehemmt ist, wenn sich die elektrische Steuerung in einem ersten Zustand befindet und wobei die Betätigung der mechanischen Steuerung durch einen in einer zweiten der ersten Richtung entgegengesetzten Richtung auf sie wirkenden Flüssigkeitsdruck möglich ist, wenn sich die elektrische Steuerung in einem anderen Zustand befindet.
  9. Bremsvorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass das elektrische Steuersignal ein elektromagnetisches Signal ist, das per Funk vom Zugfahrzeug zum Anhänger übermittelt wird.
  10. Bremsvorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass die Bremsen des Anhängers ebenfalls durch das Betätigen der Handbremse des Zugfahrzeuges gesteuert sind.
  11. Bremsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der die Bremsen beaufschlagende Zylinder mit einer Druckzunahme gesteuert ist.
  12. Bremsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der die Bremsen beaufschlagende Zylinder mit einer Druckabnahme gesteuert ist.
  13. Bremsvorrichtung nach Anspruch 11 oder 12, dadurch gekennzeichnet, dass sie sowohl auf Trommelbremsen als auch auf Scheibenbremsen, die mit oder ohne einem Antiblockiersystem ausgerüstet sind, anwendbar ist.
EP92900302A 1990-12-17 1991-12-17 Elektrohydraulische oder elektropneumatische bremsregelvorrichtung für anhängerachsen mit hilfskraftbremsen Expired - Lifetime EP0520048B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH3995/90 1990-12-17
CH399590 1990-12-17
PCT/CH1991/000272 WO1992011151A2 (fr) 1990-12-17 1991-12-17 Dispositif de commande de freinage electro-hydraulique ou electro-pneumatique pour essieux de remorques avec freins mecaniques, et soupape de securite

Publications (2)

Publication Number Publication Date
EP0520048A1 EP0520048A1 (de) 1992-12-30
EP0520048B1 true EP0520048B1 (de) 1994-10-05

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EP92900302A Expired - Lifetime EP0520048B1 (de) 1990-12-17 1991-12-17 Elektrohydraulische oder elektropneumatische bremsregelvorrichtung für anhängerachsen mit hilfskraftbremsen

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Country Link
US (1) US5382085A (de)
EP (1) EP0520048B1 (de)
JP (1) JPH05505367A (de)
AT (1) ATE112524T1 (de)
AU (1) AU9046191A (de)
DE (1) DE69104476T2 (de)
WO (1) WO1992011151A2 (de)

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DE3833922A1 (de) * 1988-10-05 1990-04-12 Knorr Bremse Ag Drehgestellfahrzeug mit elektrohydraulischer bremse und hydropneumatischer abfederung
US4877294A (en) * 1988-11-08 1989-10-31 Navistar International Transportation Corp. Electro-pneumatic tractor-trailer brake system
GB8904365D0 (en) * 1989-02-25 1989-04-12 Lucas Ind Plc Trailer brake control for towing vehicles having electronic brake control
US5033798A (en) * 1989-12-20 1991-07-23 Eaton Corporation Trailer brake anti-swing system and method

Also Published As

Publication number Publication date
US5382085A (en) 1995-01-17
DE69104476T2 (de) 1995-05-11
WO1992011151A2 (fr) 1992-07-09
JPH05505367A (ja) 1993-08-12
WO1992011151A3 (fr) 1992-10-01
EP0520048A1 (de) 1992-12-30
ATE112524T1 (de) 1994-10-15
DE69104476D1 (de) 1994-11-10
AU9046191A (en) 1992-07-22

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